Bicycle system

ABSTRACT

A brake system includes a driving part driven by electric power to adjust braking force applied to a rotary body of a human-powered vehicle and an electronic controller configured to control the driving part in accordance with a rotational state of the rotary body. The electronic controller has a plurality of control modes including a first mode that drives the driving part in accordance with a user operation and a second mode that does not drive the driving part regardless of the user operation. The electronic controller is configured to switch the plurality of control modes based on setting information related to an input to the human-powered vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to Japanese Patent Application No.2017-205538, filed on Oct. 24, 2017. The entire disclosure of JapanesePatent Application No. 2017-205538 is hereby incorporated herein byreference.

BACKGROUND Field of the Invention

The present invention generally relates to a brake system.

Background Information

Japanese Laid-Open Patent Publication No. 2017-30395 (Patent document 1)discloses an example of a brake system applied to a human-poweredvehicle. The brake system includes a driving part driven by electricpower to brake a rotary body of the human-powered vehicle and acontroller configured to control the driving part.

SUMMARY

In a human-powered vehicle, it is preferred that power consumption ofthe driving part be reduced in the brake system.

A brake system in accordance with a first aspect of the presentdisclosure includes a driving part and an electronic controller. Thedriving part is driven by electric power to brake a rotary body of ahuman-powered vehicle. The electronic controller is operatively coupledto the driving part to adjust a braking force applied to the rotary bodyin accordance with a rotational state of the rotary body. The electroniccontroller has a plurality of control modes including a first mode thatdrives the driving part in accordance with a user operation and a secondmode that does not drive the driving part regardless of the useroperation. The electronic controller is configured to switch theplurality of control modes based on setting information related to aninput to the human-powered vehicle. In a case in which the second modeis selected based on the setting information, the driving part is notdriven. This reduces power consumption of the driving part.

A brake system in accordance with a second aspect of the presentdisclosure includes a driving part and an electronic controller. Thedriving part is driven by electric power to brake a rotary body of ahuman-powered vehicle. The electronic controller is operatively coupledto the driving part to adjust a braking force applied to the rotary bodyin accordance with a rotational state of the rotary body. The electroniccontroller has a plurality of control modes including a first mode thatdrives the driving part in accordance with a user operation and a secondmode that maintains the driving part in a standby state regardless ofthe user operation. The electronic controller is configured to switchthe plurality of control modes based on setting information related toan input to the human-powered vehicle. In a case in which the secondmode is selected based on the setting information, the driving part ismaintained in the standby state. This reduces power consumption of thedriving part.

A brake system in accordance with a third aspect of the presentdisclosure includes a driving part and an electronic controller. Thedriving part is driven by electric power to brake a rotary body of ahuman-powered vehicle. The electronic controller is operatively coupledto the driving part to adjust a braking force applied to the rotary bodyin accordance with a rotational state of the rotary body. The electroniccontroller has a plurality of control modes including a first mode and asecond mode that controls the driving part so that power consumption isless than the first mode. The electronic controller is configured toswitch the plurality of control modes based on setting informationrelated to an input to the human-powered vehicle. In a case in which thesecond mode is selected based on the setting information, powerconsumption of the driving part is reduced from a case in which thefirst mode is selected.

In accordance with a fourth aspect of the present disclosure, the brakesystem according to any one of the first to third aspects is configuredso that the setting information includes first information related tovibration of the human-powered vehicle. This allows the plurality ofcontrol modes to be switched in a preferred manner by acknowledging anon-driven state (still state) of the human-powered vehicle fromvibration of the human-powered vehicle.

In accordance with a fifth aspect of the present disclosure, the brakesystem according to the fourth aspect is configured so that upon theelectronic controller determining a still state of the human-poweredvehicle exceeds a predetermined time in the first mode, the electroniccontroller is configured to switch from the first mode to the secondmode. Thus, power consumption of the driving part is reduced if thehuman-powered vehicle is in the non-driven state.

In accordance with a sixth aspect of the present disclosure, the brakesystem according to the fourth or fifth aspect is configured so thatupon the electronic controller determining the human-powered vehiclevibrates in the second mode, the electronic controller is configured toswitch from the second mode to the first mode. This allows theelectronic controller to easily switch the control mode from the secondmode to the first mode as a non-driven state shifts to a driven state.

In accordance with a seventh aspect of the present disclosure, the brakesystem according to any one of the first to sixth aspects is configuredso that the setting information includes second information related torotation of the rotary body. This allows the plurality of control modesto be switched in a preferred manner by acknowledging a non-driven state(still state) of the human-powered vehicle from rotation of the rotarybody.

In accordance with an eighth aspect of the present disclosure, the brakesystem according to the seventh aspect is configured so that upon theelectronic controller determining a non-rotated state of the rotary bodyexceeds a predetermined time in the first mode, the electroniccontroller is configured to switch from the first mode to the secondmode. Thus, power consumption of the driving part is reduced if thehuman-powered vehicle is in the non-driven state.

In accordance with a ninth aspect of the present disclosure, the brakesystem according to the seventh or eighth aspect is configured so thatupon the electronic controller determining the rotary body rotates inthe second mode, the electronic controller is configured to switch fromthe second mode to the first mode. This allows the electronic controllerto easily switch the control mode from the second mode to the first modeas a non-driven state shifts to a driven state.

In accordance with a tenth aspect of the present disclosure, the brakesystem according to any one of the first to ninth aspects is configuredso that the setting information includes third information related torotation of a crank to which human driving force is input. This allowsthe plurality of control modes to be switched in a preferred manner byacknowledging a non-driven state (still state) of the human-poweredvehicle from rotation of the crank.

In accordance with an eleventh aspect of the present disclosure, thebrake system according to the tenth aspect is configured so that uponthe electronic controller determining a non-rotated state of the crankexceeds a predetermined time in the first mode, the electroniccontroller is configured to switch from the first mode to the secondmode. Thus, power consumption of the driving part is reduced if thehuman-powered vehicle is in the non-driven state.

In accordance with a twelfth aspect of the present disclosure, the brakesystem according to the tenth or eleventh aspect is configured so thatupon the electronic controller determining the crank rotates in thesecond mode, the electronic controller is configured to switch from thesecond mode to the first mode. This allows the electronic controller toeasily switch the control mode from the second mode to the first mode asa non-driven state shifts to a driven state.

In accordance with a thirteenth aspect of the present disclosure, thebrake system according to any one of the first to twelfth aspects isconfigured so that the setting information includes fourth informationrelated to riding of the human-powered vehicle by a user. This allowsthe plurality of control modes to be switched in a preferred mannerbased on whether or not the user is riding the human-powered vehicle.

In accordance with a fourteenth aspect of the present disclosure, thebrake system according to the thirteenth aspect is configured so thatthe fourth information includes information related to total weight ofthe human-powered vehicle including weight of the user. This allows foreasy determination of whether or not the user is riding thehuman-powered vehicle based on the total weight of the human-poweredvehicle.

In accordance with a fifteenth aspect of the present disclosure, thebraking system according to the fourteenth aspect is configured so thatupon the electronic controller determining the total weight decreases inthe first mode, the electronic controller is configured to switch fromthe first mode to the second mode. Thus, power consumption of thedriving part is reduced if the human-powered vehicle is in thenon-driven state.

In accordance with a sixteenth aspect of the present disclosure, thebraking system according to the fourteenth or fifteenth aspect isconfigured so that upon the electronic controller determining the totalweight increases in the second mode, the electronic controller isconfigured to switch from the second mode to the first mode. This allowsthe electronic controller to easily switch the control mode from thesecond mode to the first mode as a non-riding state shifts to a ridingstate.

In accordance with a seventeenth aspect of the present disclosure, thebraking system according to any one of the first to sixteenth aspects isconfigured so that the setting information includes fifth informationrelated to an operated state of an operation unit that is manuallyoperated to drive the driving part. This allows the plurality of controlmodes to be switched in a preferred manner by acknowledging whether ornot the user is riding the human-powered vehicle based on operation ofthe operation unit.

In accordance with an eighteenth aspect of the present disclosure, thebraking system according to the seventeenth aspect is configured so thatupon the electronic controller determining a non-operated state duringwhich the operation unit is not operated exceeds a predetermined time inthe first mode, the electronic controller is configured to switch fromthe first mode to the second mode. Thus, power consumption of thedriving part is reduced if the human-powered vehicle is in a non-ridingstate.

In accordance with a nineteenth aspect of the present disclosure, thebrake system according to the seventeenth or eighteenth aspect isconfigured so that upon the electronic controller determining theoperation unit is operated in the second mode, the electronic controlleris configured to switch from the second mode to the first mode. Thisallows the electronic controller to easily switch the control mode fromthe second mode to the first mode as a non-riding state shifts to ariding state.

In accordance with a twentieth aspect of the present disclosure, thebrake system according to any one of the first to nineteenth aspects isconfigured so that the setting information includes sixth informationrelated to a locking device of the human-powered vehicle. This allowsthe plurality of control modes to be switched in a preferred manner byacknowledging a non-driven state (still state) of the human-poweredvehicle from a locking state of the human-powered vehicle.

In accordance with a twenty-first aspect of the present disclosure, thebrake system according to the twentieth aspect is configured so thatupon the electronic controller determining the locking device shifts toa lock state in the first mode, the electronic controller is configuredto switch from the first mode to the second mode. Thus, powerconsumption of the driving part is reduced if the human-powered vehicleis in a non-driven state.

In accordance with a twenty-second aspect of the present disclosure, thebrake system according to the twentieth or twenty-first aspect isconfigured so that upon the electronic controller determining thelocking device shifts to an unlock state in the second mode, theelectronic controller is configured to switch from the second mode tothe first mode. This allows the electronic controller to easily switchthe control mode from the second mode to the first mode as a non-ridingstate shifts to a riding state.

In accordance with a twenty-third aspect of the present disclosure, thebrake system according to any one of the first to twenty-second aspectsis configured so that the setting information includes seventhinformation related to activation and deactivation of a switch connectedto the brake system. This allows the plurality of control modes to beswitched in a preferred manner based on an input of the user.

In accordance with a twenty-fourth aspect of the present disclosure, thebrake system according to the twenty-third aspect is configured so thatupon the electronic controller determining the switch is deactivated inthe first mode, the electronic controller is configured to switch fromthe first mode to the second mode. Thus, power consumption of thedriving part is reduced if the switch is deactivated.

In accordance with a twenty-fifth aspect of the present disclosure, thebrake system according to the twenty-third or twenty-fourth aspect isconfigured so that upon the electronic controller determining the switchis activated in the second mode, the electronic controller is configuredto switch from the second mode to the first mode. This allows theelectronic controller to easily switch the control mode from the secondmode to the first mode.

The brake system in accordance with the present disclosure reduces powerconsumption of the driving part.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of thisoriginal disclosure.

FIG. 1 is a side elevational view of a human-powered vehicle equippedwith a brake system in accordance with one embodiment.

FIG. 2 is a block diagram of the brake system shown in FIG. 1.

FIG. 3 is a flowchart showing one example of a control process executedin accordance with a first control.

FIG. 4 is a flowchart showing one example of the processing proceduresin a second control.

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to thedrawings. It will be apparent to those skilled in the bicycle field fromthis disclosure that the following descriptions of the embodiments areprovided for illustration only and not for the purpose of limiting theinvention as defined by the appended claims and their equivalents.

Embodiment

A human-powered vehicle A that includes a brake system 10 will now bedescribed with reference to FIG. 1. The human-powered vehicle A includesthe brake system 10. Human-powered vehicles refer to vehicles that atleast partially use human power as a driving force for propulsion andinclude vehicles that assist human power with electric motors.Human-powered vehicles do not include vehicles using driving forcesother than human power. In particular, human-powered vehicles do notinclude vehicles that solely use internal combustion engines for drivingforce. A typical human-powered vehicle is a small and light vehicle thatdoes not required a license for driving on a public road. Theillustrated human-powered vehicle A is a bicycle (e-bike) including anassist device C that uses electric energy to assist propulsion of thehuman-powered vehicle A. More specifically, the illustratedhuman-powered vehicle A is a city bicycle. The configuration of thehuman-powered vehicle A can be changed in any manner. The human-poweredvehicle A can be configured without the assist device C. In other words,the human-powered vehicle A can be a typical bicycle that is driven byonly human driving force. The type of the human-powered vehicle A can bea road bike, a mountain bike, or a cross bike. The human-powered vehicleA includes a main body A1, a handlebar A2, a front wheel A3, a rearwheel A4, a drive mechanism B, the assist device C, a battery D and abrake system 10. The main body A1 includes a frame A7.

The drive mechanism B transfers a human driving force to the rear wheelA4. The drive mechanism B is a chain-drive type that includes a frontsprocket B1, a rear sprocket B2, a chain B3, a crank mechanism E and apair of pedals B4. The drive mechanism B can be of any type such as abelt-drive type or a shaft-drive type.

The crank mechanism E includes a crankshaft E1, a right crank E2, and aleft crank E3. The crankshaft E1 is rotatably supported by a bottombracket provided on the frame A7. The right crank E2 and the left crankE3 are each coupled to the crankshaft E1. One of the pedals B4 isrotatably supported by the right crank E2. The other one of the pedalsB4 is rotatably supported by the left crank E3.

The front sprocket B1 is coupled to the crankshaft E1. The crankshaft E1and the front sprocket B1 are coaxial. Any structure can be used tocouple the crankshaft E1 and the front sprocket B1. A one-way clutch isprovided between the crankshaft E1 and the front sprocket B1. Theone-way clutch transfers rotation of the crankshaft E1 to the frontsprocket B1 in a case in which the rotational speed of the crankshaftE1, which is rotated forward, is faster than the rotational speed of thefront sprocket B1. The front sprocket B1 and the crankshaft E1 can becoupled so as to be relatively non-rotatable.

The rear sprocket B2 is rotatably supported by the rear wheel A4. Thechain B3 is wound around the front sprocket B1 and the rear sprocket B2.In a case in which the human driving force applied to the pedals B4rotates the crankshaft E1 and the front sprocket B1 forward, the humandriving force transferred by the chain B3 and the rear sprocket B2rotates the rear wheel A4 forward.

The assist device C includes an assist motor C1, a drive circuit C2, areduction gear C3 and a one-way clutch (not shown). The assist device Ctransfers torque to the front sprocket B1 to assist propulsion of thehuman-powered vehicle A. The battery D supplies electric power to theassist motor C1. The battery D is provided on the frame A7.

As shown in FIG. 2, the human-powered vehicle A (bicycle A) furtherincludes an operation unit H, a vibration sensor I, a wheel rotationsensor J, a crank rotation sensor K, a load sensor L, a locking device Mand a switch N.

The operation unit H is manually operated to drive driving parts 12 ofthe brake system 10. The operation unit H is, for example, an operationdevice including a lever. The operation unit H is communicably connectedto the brake system 10 to send a signal that is in correspondence withthe operation of the lever to the brake system 10. The operation unit His communicably connected to the brake system 10 by a communication wireor an electric wire allowing for Power Line Communication (PLC). Theoperation unit H can be communicably connected to the brake system 10 bya wireless communication device that allows for wireless communication.Operation of the operation unit H sends a signal via the wirelesscommunication device to an electronic controller 14 of the brake system10 for braking at least one of the front wheel A3 and the rear wheel A4.The term “electronic controller” as used herein refers to hardware thatexecutes a software program. The electronic controller 14 will hereafterbe referred to simply as the controller 14. The driving parts 12 areactuated in accordance with the signal.

The vibration sensor I detects vibration that is generated in thehuman-powered vehicle A. One example of a vibration detected by thevibration sensor I is a vibration level (dB) that indicates a magnitudeof vibration. The vibration sensor I is provided on, for example, theframe A7 of the human-powered vehicle A. The vibration sensor I is, forexample, an acceleration sensor, a speed sensor, or a displacementsensor. The vibration sensor I is communicably connected bywired-communication or wireless communication to the controller 14. Thecontroller 14 calculates the vibration magnitude or level of thehuman-powered vehicle A based on the output of the vibration sensor I.Preferably, the controller 14 calculates the magnitude of at least oneof a vertical vibration in the up-down direction (vertical direction) ofthe human-powered vehicle A and a lateral (sideward) vibration in theleft-right direction (sideward direction) of the human-powered vehicleA.

The wheel rotation sensor J (rotor rotation sensor) detects rotation(rotational speed) of at least one of the front wheel A3 and the rearwheel A4 of the human-powered vehicle A. The wheel rotation sensor J iscommunicably connected by wired communication or wireless communicationto the controller 14. In this embodiment, a front fork A8 of the frameA7 and a seatstay of the frame A7 are each provided with the wheelrotation sensor J. The wheel rotation sensors J are communicablyconnected by wired communication or wireless communication to thecontroller 14. One of the wheel rotation sensors J outputs a signal thatis in correspondence with a change in the relative position of the wheelrotation sensor J and a magnet attached to the front wheel A3 to thecontroller 14 of the brake system 10. The controller 14 calculates thevelocity or speed of the human-powered vehicle A based on the signal.This allows for detection of whether or not rotary bodies F arerotating. Another one of the wheel rotation sensors J outputs a signalthat is in correspondence with a change in the relative position of thewheel rotation sensor J and a magnet attached to the rear wheel A4 tothe controller 14 of the brake system 10. Basically, the controller 14is operatively coupled to the driving part 12 to adjust the brakingforce applied to one or both the rotary bodies F in accordance with therotational states of the rotary bodies F in response to operation of theoperation unit H. Specifically, based on the relative rotational speedof the front wheel A3 and the rear wheel A4, the controller 14 controlselectric motors 18 (described later) of the driving parts 12 to adjustthe braking force applied to the rotary bodies F of the human-poweredvehicle A in accordance with rotational states of the rotary bodies F.More specifically, in a case in which the rotational speed of one of thefront wheel A3 and the rear wheel A4 is lower by a predetermined valueor greater than the rotational speed of the other one of the front wheelA3 and the rear wheel A4, the controller 14 controls the front and reardriving parts 12 to temporarily (intermittently) cancel braking of oneof the front wheel A3 and the rear wheel A4. That is, the controller 14is configured to execute Antilock Brake System (ABS) control on thefront and rear driving parts 12. Thus, the controller 14 is configuredto selectively control the front and rear driving parts 12 totemporarily (intermittently) cancel braking of one of the front wheel A3and the rear wheel A4 while the operation unit H is being operated bythe rider. Examples of ABS controls for a bicycle are disclosed U.S.Pat. No. 4,626,042 and U.S. Patent Publication No. 2008/0111342 A1. Itwill be apparent from this disclosure that the brake system 10 caninclude the ABS controls of U.S. Pat. No. 4,626,042 and U.S. PatentPublication No. 2008/0111342 A1 to control the front and rear drivingparts 12 with or without a hydraulic circuit between the electric motors18 and the driving parts 12. In this embodiment, the rotary bodies F aredisc brake rotors (hereafter referred to as “the rotors”) provided onthe front wheel A3 and the rear wheel A4 of the human-powered vehicle A.The wheel rotation sensors J can be provided on the driving parts 12 orthe like to detect rotation of the rotors, which are the rotary bodiesF.

The crank rotation sensor K detects the rotational speed and therotational angle of the crankshaft E1 (refer to FIG. 1). The crankrotation sensor K is mounted on the frame A7 of the human-poweredvehicle A. The crank rotation sensor K is configured including amagnetic sensor that outputs a signal corresponding to the magneticfield strength. The crank rotation sensor K is communicably connected bywired communication or wireless communication to the controller 14. Thecrank rotation sensor K outputs a signal that is in correspondence withthe rotational speed or the rotational angle of the crankshaft E1 to thecontroller 14.

The load sensor L detects a total weight of the human-powered vehicle Aincluding the weight of the user. The total weight of the human-poweredvehicle A includes the weight of the human-powered vehicle A and theweight of the user riding the human-powered vehicle A. The load sensor Ldetects the load on the front wheel A3 or the rear wheel A4. The loadsensor L is provided on, for example, an axle A5 of the front wheel A3or an axle A6 of the rear wheel A4. The load sensor L is, for example, aload cell. The load sensor L is communicably connected by wiredcommunication or wireless communication to the controller 14. The loadsensor L outputs a signal that is in correspondence with the pressureapplied to the load sensor L from the front wheel A3 or the rear wheelA4 to the controller 14. The load sensor L can be used to detect loadson the handlebar A2, the pedals B4, and a saddle A9 of the human-poweredvehicle A. In this case, the sum of the weight of the human-poweredvehicle A specified in advance and loads of the handlebar A, the pedalsB4, and the saddle A2 detected by load sensors may be used as fourthinformation, which will be described later.

The locking device M locks and unlocks the rear wheel A4. In otherwords, the lock device M is configured to be switched to a lock state,which restricts rotation of the rear wheel A4, and an unlock state,which allows rotation of the rear wheel A4. The locking device M iscommunicably connected by wired communication or wireless communicationto the controller 14. The locking device M is mounted on, for example, aseatstay of the frame A7. The locking device M outputs a signalcorresponding to the lock state or unlock state of the rear wheel A4 tothe controller 14.

The switch N includes a plurality of switches (e.g., buttons) thatswitch on and off the assist device C and the brake system 10. Theswitch N is communicably connected to the assist device C and the brakesystem 10. The switch N can be communicably connected to the assistdevice C and the brake system 10 by a wireless communication device thatallows for wireless communication. The switch N is provided on, forexample, the handlebar A2 (refer to FIG. 1).

As shown in FIG. 2, the brake system 10 includes the driving parts 12and the controller 14. Preferably, the brake system 10 further includesa power supply 16.

The driving parts 12 are driven by electric power to brake the rotarybodies F (refer to FIG. 1) of the human-powered vehicle A. The drivingparts 12 are driven by electric power to adjust the braking forceapplied to the rotary bodies F of the human-powered vehicle A inaccordance with the rotational states of the rotary bodies F. That is,the driving parts 12 have the functions of an Antilock Brake System(ABS) unit. This embodiment includes two of the driving parts 12, onefor the front wheel A3 and one for the rear wheel A4. The operation unitH and the controller 14 can be configured to include two leverscorresponding to the front and rear driving parts 12 or can beconfigured to operate the front and rear driving parts 12 with a singlelever. The driving parts 12 include the electric motors 18 and brakes20. The electric motors 18 are actuated by electric power supplied fromthe power supply 16. In this embodiment, the brakes 20 are disc brakecalipers that brake the rotary bodies F (refer to FIG. 1), which arerotors, of the human-powered vehicle A. The brakes 20 can be rim brakecalipers that brake rims G (refer to FIG. 1) of the front wheel A3 andthe rear wheel A4 of the human-powered vehicle A.

Each of the brakes 20 includes a first friction member 22, a secondfriction member 24, a first pivot mechanism 26 and a second pivotmechanism 28. The first friction member 22 and the second frictionmember 24 are, for example, disc brake pads. The first friction member22 is faced toward one surface of the corresponding rotary body F. Thefirst friction member 22 is pushed by the first pivot mechanism 26against the one surface of the rotary body F to brake the rotary body F.The second friction member 24 is faced toward the other surface of thecorresponding rotary body F. The second friction member 24 is facedtoward the first friction member 22 with the rotary body F located inbetween. The second friction member 24 is pushed by the second pivotmechanism 28 against the other surface of the rotary body F to brake therotary body F. The first pivot mechanism 26 moves the first frictionmember 22 toward and away from the rotary body F. The second pivotmechanism 28 moves the second friction member 24 toward and away fromthe rotary body F. In this embodiment, the electric motor 18 and thebrake 20 are integrated to form the driving part 12 (a brake device).The electric motor 18 directly drives the first pivot mechanism 26 andthe second pivot mechanism 28 of the brake 20. If necessary, theelectric motor 18 and the brake 20 can be separated, and the brake 20can be indirectly driven by the electric motor 18. In this case,hydraulic oil or a cable (Bowden cable) is used as a power transfermedium for the electric motor 18 such as disclosed U.S. Pat. No.4,626,042 and U.S. Patent Publication No. 2008/0111342 A1. When usinghydraulic oil as the power transfer medium, a pump is driven by theelectric motor 18. When a cable is used as the power transmissionmedium, a cable winding mechanism including gears is driven by theelectric motors 18.

The power supply 16 supplies power to the brake system 10 and the assistdevice C. The power supply 16 can have any configuration. For example,the power supply 16 includes a rechargeable battery. If the power supply16 is a rechargeable battery, the power supply 16 can be provided at anylocation on the main body A1. In a further example, the power supply 16is an electrical generator that generates power as the human-poweredvehicle A travels. One example of an electrical generator is a dynamo.If the power supply 16 is a dynamo, the power supply 16 is, for example,a hub dynamo provided on the front wheel A3.

The controller 14 controls the driving parts 12. The controller 14includes at least one processor, such as a Central Processing Unit (CPU)or a Micro Processing Unit (MPU), and a memory (computer storagedevice). The electronic controller 12 is formed of one or moresemiconductor chips that are mounted on a printed circuit board. Theprocessor(s) and the memory can be provided on the same printed circuitboard, or the memory can be a separate part from the processor(s). Thememory includes, for example, a random access memory (RAM) and a readonly memory (ROM). The memory can include a semiconductor memory and/ora hard disk drive. The memory is any computer storage device or anycomputer readable medium with the sole exception of a transitory,propagating signal. The controller 14 has a plurality of control modesincluding a first mode for driving the driving parts 12 in accordancewith user operations and a second mode for driving the driving parts 12regardless of user operations. The second mode is a standby mode (sleepmode) that maintains the driving parts 12 in a standby mode regardlessof user operations. In other words, the controller 14 has the pluralityof control modes including the first mode that drives the driving parts12 in accordance with user operations and the second mode that maintainsthe driving parts 12 in the standby state regardless of user operations.The second mode (standby mode) can be a state in which the driving parts12 are supplied with low power so that the driving parts 12 can bereadily driven if the user operates the operation unit H. Further, thesecond mode is a low power consumption mode in which the human-poweredvehicle A consumes less power than the first mode. In other words, thecontroller 14 has the plurality of control modes including the firstmode and the second mode that controls the driving parts 12 so thatpower consumption is less than the first mode. The controller 14switches between the plurality of control modes based on settinginformation related to inputs to the human-powered vehicle A. Thestorage stores programs used by the controller 14 to execute theplurality of control modes including the first mode and the second mode.The processor deploys or executes the programs stored in the storage toimplement the plurality of control modes including the first mode andthe second mode.

The setting information includes first information to seventhinformation. The first information includes information related tovibration of the human-powered vehicle A. In the first mode, if a stillstate of the human-powered vehicle A exceeds a predetermined time TA,then the controller 14 switches from the first mode to the second mode.That is, if the controller 14 acknowledges from the vibration of thehuman-powered vehicle A that the human-powered vehicle A is in anon-driven state (still state), then the controller 14 switches from thefirst mode to the second mode. Thus, power consumption of the drivingparts 12 can be reduced if the human-powered vehicle A is in anon-driven state. The human-powered vehicle A is in a still state(non-driven state) if the vibration sensor I does not detect vibrationof the human-powered vehicle A. The predetermined time TA is the timeallowing for determination that the human-powered vehicle A is in anon-driven state because vibration of the human-powered vehicle A is notdetected. If the human-powered vehicle A vibrates in the second mode,then the controller 14 switches from the second mode to the first mode.Thus, if a non-driven state shifts to a driven state, then thecontroller 14 can easily switch the control mode from the second mode tothe first mode.

The second information includes information related to the rotation ofthe rotary bodies F. In the first mode, if a non-rotated state of therotary bodies F exceeds a predetermined time TB, then the controller 14switches from the first mode to the second mode. That is, if thecontroller 14 acknowledges from the rotation of the rotary bodies F thatthe human-powered vehicle A is in a non-driven state (still state), thecontroller 14 switches from the first mode to the second mode. Thus,power consumption of the driving parts 12 can be reduced if thehuman-powered vehicle A is in a non-driven state. The human-poweredvehicle A is in a still state (non-driven state) if the rotational speedof the rotary bodies F detected by the wheel rotation sensors J is zero.The predetermined time TB is the time allowing for determination thatthe human-powered vehicle A is still (stopped) because the rotationalspeed of the rotary bodies F is zero. If the rotary bodies F rotate inthe second mode, then the controller 14 switches from the second mode tothe first mode. Thus, if a non-driven state shifts to a driven state,then the controller 14 can easily switch the control mode from thesecond mode to the first mode.

The third information includes information related to rotation of thecrankshaft E1 to which human driving force is input. In the first mode,if the stopped state of the crankshaft E1 exceeds a predetermined timeTC, then the controller 14 switches from the first mode to the secondmode. That is, if the controller 14 acknowledges from the rotation ofthe crankshaft E1 that the human-powered vehicle A is in a non-drivenstate (still state), then the controller 14 switches from the first modeto the second mode. Thus, power consumption of the driving parts 12 canbe reduced if the human-powered vehicle A is in a non-driven state. Thehuman-powered vehicle A is in a still state (non-driven state) if therotational speed of the crankshaft E1 detected by the crank rotationsensor K is zero. The predetermined time TC is the time allowing fordetermination that the user is not riding the human-powered vehicle Abecause the rotational angle of the crankshaft E1 is zero. If thecrankshaft E1 rotates in the second mode, then the controller 14switches from the second mode to the first mode. Thus, if a non-drivenstate shifts to a driven state, then the controller 14 can easily switchthe control mode from the second mode to the first mode.

The fourth information includes information related to user-ridinginformation of the human-powered vehicle A. This allows for switching ina preferred manner between the plurality of control modes based onwhether or not the user is riding the human-powered vehicle A. Thefourth information includes information related to the total weight WAof the human-powered vehicle A including the weight of the user. Thisallows for determination of whether or not the user is riding thehuman-powered vehicle A based on the information related to the totalweight WA of the human-powered vehicle A. If the total weight WAdecreases in the first mode, the controller 14 switches from the firstmode to the second mode. Thus, power consumption of the driving parts 12can be reduced if the human-powered vehicle A is in a non-riding state.If the total weight WA increases in the second mode, then the controller14 switches from the second mode to the first mode. Thus, if anon-riding state shifts to a riding state, then the controller 14 caneasily switch the control mode from the second mode to the first mode.

The fifth information includes information related to an operated stateof the operation unit H that is manually operated to drive the drivingparts 12. Thus, if the controller 14 acknowledges whether or not theuser is riding the human-powered vehicle A based on operation of theoperation unit H, then the controller 14 can switch between theplurality of control modes in a preferred manner. In the first mode, ifa non-operation time during which the operation unit H is not operatedexceeds a predetermined time TD, then the controller 14 switches fromthe first mode to the second mode. In a non-operated state, theoperation unit H does not output a signal to the controller 14. Thepredetermined time TD is the time allowing for determination that thehuman-powered vehicle A is still (stopped) because the operation unit His not outputting a signal. Thus, power consumption of the driving parts12 can be reduced if the human-powered vehicle A is in a non-ridingstate. If the operation unit H is operated in the second mode, then thecontroller 14 switches from the second mode to the first mode. Thus, ifa non-riding state shifts to a riding state, then the controller 14 caneasily switch the control mode from the second mode to the first mode.

The sixth information is information related to the locking device M ofthe human-powered vehicle A. Thus, if the controller 14 acknowledgesthat the human-powered vehicle A is in a non-driven state (still state)based on a locking state of the human-powered vehicle A, then thecontroller 14 can switch between the plurality of control modes. If thelocking device M is in a lock state in the first mode, then thecontroller 14 switches from the first mode to the second mode. Thus,power consumption of the driving parts 12 can be reduced if thehuman-powered vehicle A is in a non-driven state. If the locking deviceM shifts to an unlock state in the second mode, then the controller 14switches from the second mode to the first mode. Thus, if a non-drivenstate shifts to a driven state, then the controller 14 can easily switchthe control mode from the second mode to the first mode.

The seventh information includes information related to activation anddeactivation of the switch N connected to the brake system 10. Thus, thecontroller 14 can switch between the plurality of control modes based onthe input of the user. If the switch N is deactivated in the first mode,then the controller 14 switches the first mode to the second mode. Thus,power consumption of the driving parts 12 can be reduced if the switch Nis deactivated. If the switch N is activated in the second mode, thenthe controller 14 switches from the second mode to the first mode. Thus,the controller 14 can easily switch the control mode from the secondmode to the first mode.

The controller 14 executes a first control and a second control based onthe setting information. The first control is repeatedly executed in astate in which the first mode is selected. The second control isrepeatedly executed in a state in which the second mode is selected. Theswitching between the first mode and the second mode based on any of thefirst to seventh information included in the setting information can beomitted from the first control and the second control.

One example of the first control will now be described with reference toFIG. 3.

In step S11, the controller 14 determines from the output of thevibration sensor I whether or not a still state of the human-poweredvehicle A has exceeded the predetermined time TA. If a negativedetermination is given in step S11, then the controller 14 proceeds tostep S12 and determines from the output of the wheel rotation sensors Jwhether or not a non-rotated state of the rotary bodies F has exceededthe predetermined time TB. If a negative determination is given in stepS12, then the controller 14 proceeds to step S13 and determines from theoutput of the crank rotation sensor K whether or not a non-rotated stateof the crankshaft E1 has exceeded the predetermined time TC. If anegative determination is given in step S13, then the controller 14proceeds to step S14 and determines from the output of the load sensor Lwhether or not the total weight WA of the human-powered vehicle A hasdecreased. If a negative determination is given in step S14, then thecontroller 14 proceeds to step S15 and determines from the output of theoperation unit H whether or not a non-operated state has exceeded thepredetermined time TD. If a negative determination is given in step S15,then the controller 14 proceeds to step S16 and determines from theoutput of the locking device M whether or not the locking device M is inthe lock state. If a negative determination is given in step S16, thenthe controller 14 proceeds to step S17 and determines from the output ofthe switch N whether not the switch N is deactivated. If a negativedetermination is given in step S17, then the controller 14 proceeds tostep S18 and maintains the first mode. If an affirmative determinationis given in any of steps S11 to S17, then the controller 14 proceeds tostep S19 and switches the control mode to the second mode.

One example of the second control will now be described with referenceto FIG. 4.

In step S21, the controller 14 determines from the output of thevibration sensor I whether or not the human-powered vehicle A hasvibrated. If a negative determination is given in step S21, then thecontroller 14 proceeds to step S22 and determines from the output of thewheel rotation sensors J whether or not the rotary bodies F arerotating. If a negative determination is given in step S22, then thecontroller 14 proceeds to step S23 and determines from the output of thecrank rotation sensor K whether or not the crankshaft E1 has rotated. Ifa negative determination is given in step S23, then the controller 14proceeds to step S24 and determines from the output of the load sensor Lwhether or not the total weight WA of the human-powered vehicle A hasincreased. If a negative determination is given in step S24, then thecontroller 14 proceeds to step S25 and determines from the output of theoperation unit H whether or not the operation unit H has been operated.If a negative determination is given in step S25, then the controller 14proceeds to step S26 and determines from the output of the lockingdevice M whether or not the locking device M is in an unlock state. If anegative determination is given in step S26, then the controller 14proceeds to step S27 and determines from the output of the switch Nwhether or not the switch N has been operated. If a negativedetermination is given in step S27, then the controller 14 proceeds tostep S28 and maintains the second mode. If an affirmative determinationis given in any of steps S21 to S27, then the controller 14 proceeds tostep S29 and switches the control mode to the first mode.

The brake system 10 is advantageous in that in case the second mode isselected based on the setting information, the driving parts 12 are notdriven. This reduces power consumption.

Modifications

The description related with the above embodiment exemplifies anapplicable form of a brake system according to the present disclosureand is not intended to limit the form. The brake system according to thepresent disclosure is applicable to a form that differs from the formexemplified in the above embodiment. Such an example is a form fromwhich part of the structure in the above embodiment is replaced,changed, or omitted. A new element may also be added. Modifications ofthe above embodiment will now be described.

The configuration of the controller 14 can be changed in any manner. Thecontroller 14 of a modification includes a first controller thatcontrols one of the driving parts 12 and a second controller thatcontrols the other driving part 12. The first controller switches thecorresponding driving part 12 between the plurality of control modesbased on the setting information. The second controller switches thecorresponding driving part 12 between the plurality of control modesbased on the setting information. The first controller and the secondcontroller are connected in a communicable manner by wired-communicationor wireless communication. One of the two driving parts 12 can beomitted from the brake system 10. The brakes 20 of the two driving parts12 can each be driven by a single electric motor 18.

In the above embodiment, the brake system in accordance with the presentdisclosure is exemplified in a case applied to the human-powered vehicleA, which is a bicycle. However, the brake system in accordance with thepresent disclosure is not limited to a bicycle and applicable to anyhuman-powered vehicle.

1. A brake system comprising: a driving part driven by electric power toadjust a braking force applied to a rotary body of a human-poweredvehicle; and an electronic controller operatively coupled to the drivingpart to adjust the braking force applied to the rotary body inaccordance with a rotational state of the rotary body, the electroniccontroller having a plurality of control modes including a first modethat drives the driving part in accordance with a user operation and asecond mode that does not drive the driving part regardless of the useroperation, and the electronic controller being configured to switch theplurality of control modes based on setting information related to aninput to the human-powered vehicle.
 2. A brake system comprising: adriving part driven by electric power to adjust a braking force appliedto a rotary body of a human-powered vehicle; and an electroniccontroller operatively coupled to the driving part to adjust the brakingforce applied to the rotary body in accordance with a rotational stateof the rotary body, the electronic controller having a plurality ofcontrol modes including a first mode that drives the driving part inaccordance with a user operation and a second mode that maintains thedriving part in a standby state regardless of the user operation, andthe electronic controller being configured to switch the plurality ofcontrol modes based on setting information related to an input to thehuman-powered vehicle.
 3. A brake system comprising: a driving partdriven by electric power to adjust a braking force applied to a rotarybody of a human-powered vehicle; and an electronic controlleroperatively coupled to the driving part to adjust the braking forceapplied to the rotary body in accordance with a rotational state of therotary body, the electronic controller having a plurality of controlmodes including a first mode and a second mode that controls the drivingpart so that power consumption is less than the first mode, and theelectronic controller being configured to switch the plurality ofcontrol modes based on setting information related to an input to thehuman-powered vehicle.
 4. The brake system according to claim 1, whereinthe setting information includes first information related to vibrationof the human-powered vehicle.
 5. The brake system according to claim 4,wherein upon the electronic controller determining a still state of thehuman-powered vehicle exceeds a predetermined time in the first mode,the electronic controller is configured to switch from the first mode tothe second mode.
 6. The brake system according to claim 4, wherein uponthe electronic controller determining the human-powered vehicle vibratesin the second mode, the electronic controller is configured to switchfrom the second mode to the first mode.
 7. The brake system according toclaim 1, wherein the setting information includes second informationrelated to rotation of the rotary body.
 8. The brake system according toclaim 7, wherein upon the electronic controller determining anon-rotated state of the rotary body exceeds a predetermined time in thefirst mode, the electronic controller is configured to switch from thefirst mode to the second mode.
 9. The brake system according to claim 7,wherein upon the electronic controller determining the rotary bodyrotates in the second mode, the electronic controller is configured toswitch from the second mode to the first mode.
 10. The brake systemaccording to claim 1, wherein the setting information includes thirdinformation related to rotation of a crank to which human driving forceis input.
 11. The brake system according to claim 10, wherein upon theelectronic controller determining a non-rotated state of the crankexceeds a predetermined time in the first mode, the electroniccontroller is configured to switch from the first mode to the secondmode.
 12. The brake system according to claim 10, wherein upon theelectronic controller determining the crank rotates in the second mode,the electronic controller is configured to switch from the second modeto the first mode.
 13. The brake system according to claim 1, whereinthe setting information includes fourth information related to riding ofthe human-powered vehicle by a user.
 14. The brake system according toclaim 13, wherein the fourth information includes information related tototal weight of the human-powered vehicle including weight of the user.15. The braking system according to claim 14, wherein upon theelectronic controller determining the total weight decreases in thefirst mode, the electronic controller is configured to switch from thefirst mode to the second mode.
 16. The braking system according to claim14, wherein upon the electronic controller determining the total weightincreases in the second mode, the electronic controller is configured toswitch from the second mode to the first mode.
 17. The braking systemaccording to claim 1, wherein the setting information includes fifthinformation related to an operated state of an operation unit that ismanually operated to drive the driving part.
 18. The braking systemaccording to claim 17, wherein upon the electronic controllerdetermining a non-operated state during which the operation unit is notoperated exceeds a predetermined time in the first mode, the electroniccontroller is configured to switch from the first mode to the secondmode.
 19. The brake system according to claim 17, wherein upon theelectronic controller determining the operation unit is operated in thesecond mode, the electronic controller is configured to switch from thesecond mode to the first mode.
 20. The brake system according claim 1,wherein the setting information includes sixth information related to alocking device of the human-powered vehicle.
 21. The brake systemaccording to claim 20, wherein upon the electronic controllerdetermining the locking device shifts to a lock state in the first mode,the electronic controller is configured to switch from the first mode tothe second mode.
 22. The brake system according to claim 20, whereinupon the electronic controller determining the locking device shifts toan unlock state in the second mode, the electronic controller isconfigured to switch from the second mode to the first mode.
 23. Thebrake system according to claim 1, wherein the setting informationincludes seventh information related to activation and deactivation of aswitch connected to the brake system.
 24. The brake system according toclaim 23, wherein upon the electronic controller determining the switchis deactivated in the first mode, the electronic controller isconfigured to switch from the first mode to the second mode.
 25. Thebrake system according to claim 23, wherein upon the electroniccontroller determining the switch is activated in the second mode, theelectronic controller is configured to switch from the second mode tothe first mode.